RECIPROCI 


OF 


TRANSPORTATION  FACILITIES 


BETWEEN  TtlE 


UNITED  STATES  AxND  THE  DOMINION  OF  CANADA; 


AND  THE 


CANADIAN  PACIFIC  RAILWAY 


FROM  THE  ANNUAL  REPORT  ON  THE  INTERNAL  COMMERCE  OF  THE 
UNITED  STATES  FOR  THE  YEAR  1»<«3. 


By  JOSEPH  NIMMO,  Jr., 

CHIEF  OF  THE  BUREAU  OF  STATISTICS. 


WAST11N(}  rOM: 
OOVEUNME>T    I'UINTINU   OFFIOE 

1884. 


RECIPROCITY 


■!"■-}:■ 


OF 


TRANSPORTATION  FACILITIES 


BETWEEN  THB 


UNITED  STATES  AND  THE  DOMINION  OF  CANADA; 


AND  THB 


CANADIAN  PACIFIC  RAILWAY. 


FROM  THE  ANNUAL  REPORT  ON  THE  INTERNAL  COMMERCE  OF  THE 
UNITED  STATES  FOR  THE  TEAR  1883. 


WM  ihe  Qomjfill'mtnU  oj 


Chief  of  Bureau  of  Statistics. 


11302 


WASHINGTON: 
OOTEBNMENT  PRINTING  OFFICE. 

1884. 


# 


*% 


LETTER    OF    TRANSMITTAL. 


Trkabubt  Department,  1 
Docament  No.  M9.       S 
Bureau  of  StaHttiei.     )  '  ' 

Treasury  Department, 

Bureau  OF  Statistics, 
I  February  19, 1884. 

Sir: 

The  following  statement  in  regard  to  the  United  States  and  Canadian 
transit  trade,  the  reciprocity  of  transportation  facilities  which  exist 
between  the  United  States  and  the  Dominion  of  Canada,  and  the  Cana- 
dian Pacific  Railway,  has  been  prepared  as  a  part  of  my  annual  report 
on  the  internal  commerce  of  the  United  States.  That  report  treats  of 
the  commercial  and  industrial  interests  of  the  States  and  Territories 
of  the  Pacific  coast,  and  of  transcontinental  railroads  and  their  traffic. 

The  important  relations  which  exist  between  the  railroads  of  the 
United  States  and  Canada  in  the  so-called  "transit  trade,"  under  the 
provisions  of  the  Treaty  of  Washington,  and  the  laws  and  customs  of 
the  two  countries,  have  suggested  the  propriety  of  presenting  also 
some  of  the  more  important  facts  showing  the  relationships  which  the 
Canadian  Pacific  Railway  will,  upon  its  completion,  sustain  to  the  com- 
mercial, industrial,  and  transportation  interests  of  the  United  States. 

JOSEPH  NIMMO,  Jr., 

Chief  of  Bureau. 

Hon.  CHAS.  J.  FOLGER, 

Secretary  of  the  Treasury. 


THE  UNITED  STATES  AND  CANADIAN  TBANSIT  TRADE 

~  ,  ■  AND  THE  \  ,  . 

RECIPROCITY  OF  TRANSPORTATION  FACILITIES  BETWEEN  THE 

UNITED  STATES  AND  CANADA. 


IJDder  our  laws,  treaty  stipulations,  and  usages,  the  principal  rail- 
roads of  Canada  are  practically  constituent  members  of  the  railroad 
system  of  the  United  States. 

In  order  to  describe  the  relations  sustained  by  Canadian  railways  to 
the  commercial  and  transportation  interests  of  the  United  States,  it 
will  be  necessary  to  advert  to  the  conditions  under  which  those  railroads 
co-operate  and  also  compete  with  the  railroads  of  the  United  States. 
This  will  be  the  more  readily  understood  by  reference  to  a  provision  of 
our  navigation  laws.  From  the  organization  of  the  National  Govern- 
ment to  the  present  time,  no  foreign  vessel  has  been  allowed  to  engage 
in  trade  between  one  American  port  and  another.  This  has,  of  course, 
debarred  Canadian  vessels  from  engaging  in  our  internal  trade  between 
American  ports  on  the  great  lakes.  But  no  similar  inhibition  applies 
to  cars  belonging  to  Canadian  Kailroad  companies.  Such  companies 
are  allowed  the  full  privilege  of  transporting  goods  from  one  point  in 
the  United  States  to  another  through  Canadian  territory  in  their  own 
cars,  and  without  payment  of  duty.*  Besides,  dutiable  merchandise 
imported  at  seaports  of  the  United  States  may  be  transported  without 
payment  of  duty  across  the  territory  of  the  United  States  to  Canada 
in  cars  belonging  either  to  railroad  companies  of  the  United  States  or 
to  those  of  Canada ;  and  in  like  manner  goods  may  be  shipped  from 
points  in  Canada  across  the  territory  of  the  United  States  to  a  seaport 
of  this  country,  and  thence  be  exported  to  a  foreign  country  without 
payment  of  duty. 

Similar  privileges  of  transit  across  the  territory  of  Canada  by  rail  are 
accorded  to  the  citizens  of  the  United  States.  The  conditions  applicable 
to  such  reciprocal  privileges  of  transit  are  embodied  in  regulations 
designed  to  prevent  violations  of  the  customs  revenue  laws  of  the  two 
countries. 

This  reciprocity  of  transportation  facilities  constitutes  what  is  com- 
monly known  as  "the  United  States  and  Canadian  transit  trade." 

•About  one-half  the  cars  of  the  Grand  Trunk  Railway  are  constructed  in  the  United 
States  and  one-half  in  Canada. 


The  transit  trade  has  long  been  the  subject  of  statutory  provisions  of 
the  two  countries.  Finally  it  was  made  the  subject  of  treaty  stipula- 
tions between  the  Governments  of  Great  Britain  and  the  United  States.* 

But,  beside  the  specific  privileges  of  the  transit  trade,  the  cars  of 
Canadian  railroads  are  allowed  to  pass  freely  with  their  contents  over 
railroads  in  the  United  States,  and  the  cars  of  railroads  of  the  United 
States  are  allowed  to  pass  freely  with  their  contents  over  railroads  in 
Canada. 

The  railroad  companies  of  Canada  have  also,  under  the  provisions  of 
State  laws,  by  lease,  and  other  expedients,  extended  their  control  over 
railroads  in  the  United  States,  and,  on  the  other  hand,  railroad  compa- 
anies,  or  persons  representing  their  interests  in  the  United  States,  have 
gained  control  of  railroads  in  Canada.  For  example,  the  Grand  Trunk 
Bailway  has  been  enabled  to  secure  the  control  and  management  of 
railroads  in  the  States  of  Vermont,  'Sew  Hampshire,  and  Maine  at  the 
East,  and  in  the  States  of  Michigan,  Indiana,  and  Illinois  at  the  West, 
by  the  leasing  of  certain  lines  and  by  the  purchase  of  the  capital  stock 
of  others.  Thus  by  means  of  its  own  line  extending  from  Chicago  to 
Portland,  Me.,  and  connecting  lines,  it  has  been  enabled  to  engage  freely 
in  the  transportation  business  of  this  country,  and  it  has  also  become  a 
strong  competitor  of  the  east  and  west  trunk  lines  of  the  United  States 
for  traffic  between  the  North  vv^estern  States  and  the  l^ew  England  States 
of  this  country.t 

The  granting  of  these  privileges  appears  to  have  been  a  practical  ex- 
pression of  the  dominant  public  sentiment  in  the  United  States  in  favor 
of  extending  to  railroad  projectors  and  incorporators  generally  the  priv- 
ilege of  extending  their  lines  in  such  manner  as  to  meet  the  fullest  de- 
mands of  travel  and  of  transportation.  This  sentiment  has  also  inspired 
a  spirit  of  hospitality  toward  railroad  companies  of  Canada,  which  has 

*  The  present  treaty  stipulations  and  statutory  provisions  upon  this  subject  are  em- 
braced in  articles  29  and  30  of  vhe  treaty  between  the  United  States  and  Great  Brit- 
ain, concluded  at  Washington,  May  8,  1871,  and  in  sections  3005  and  3006  of  the  Re- 
vised Statutes  of  the  United  States.  See  also  the  General  Regulations  of  the  Treasury 
Department  made  in  pursuance  of  such  stipulations  and  enactments. 

t  The  Grand  Trunk  Company  hold  under  lease  the  Atlantic  and  Saint  Lawrence 
Railroad,  which  practically  extends  from  the  Canadian  boundary  at  a  point  known 
as  Norton  Mills,  through  a  portion  of  t'je  States  of  Vermont,  New  Hampshire,  and 
Maine,  co  Portland,  Maine.  The  lease  was  sanctioned  by  the  legislature  of  the  State  of 
Maine,  and  by  the  Canadian  Parliament.  The  Grand  Trunk  Company  have  no  inter- 
est in  the  eecurities  of  the  Atlantic  and  Saint  Lawrence  Company.  The  length  of 
this  line  is  lGu.22  miles.  The  Grand  Trunk  Railway  Company  also  lease  a  small  line 
running  from  Lewiston  Junction  to  Lewiston  and  Auburn,  the  length  of  which  is  5.41 
miles. 

There  is  also  a  short  piece  of  line  1.36  miles  in  length,  running  from  South  Paris  to 
Norway,  constructed  by  local  interests  and  operated  by  the  Grand  Trunk  Company 
under  an  agreement. 

The  company  also  controls,  by  virtue  of  holding  stock  (acquired  through  another 
Canadian  line  absorbed  in  the  Grand  Trunk),  a  short  line  running  from  the  boundary 


ena^bled  them  to  compete  freely  with  the  railroad  companies  of  the 
United  States  in  our  internal  trade. 

It  is  proper  also  to  add  that  the  laws  of  Congress  and  the  treaty  stip- 
ulations applicable  to  the  traffic  of  railroads  controlled  by  Canadian 
companies,  but  situated  in  part  within  our  borders  which  have  been  so 
liberally  construed  by  the  Treasury  Uopartraent  of  the  United  States 
that  such  traffic  is  almost  as  free  of  restraint  as  is  that  of  railroads  sit- 
uated entirely  within  the  territory  of  this  country  and  operated  by  cor- 
porations chartered  by  the  several  States. 

On  the  other  hand,  a  like  comity  prevails  in  Canada  touching  the 
traffic  of  lines  within  its  borders  which  are  operated  by  citizens  or  cor- 
porations of  the  United  States.  For  example,  citizens  of  the  United 
States  closely  identified  in  interest  with  the  interests  of  the  New  York 
Central  and  Hudson  River  Railroad,  and  with  those  of  the  Michigan 
Central  Railroad,  have  acquired  the  ownership  and  control  of  the  Can- 
ada Southern  Railway  of  Canada,  and  for  years  that  road  has  been 
operated  as  a  part  of  a  continuous  line  between  New  York  City  and 
Chicago.  It  would  perhaps  be  difficult  to  imagine  a  more  nearly  perfect 
reciprocity  of  transportation  facilities  between  two  contiguous  countries. 

During  the  period  of  unrestricted  competition  between  th3  east  and 
west  trunk  lines  for  traffic  between  the  Atlantic  seaboard  and  the  west, 
the  Grand  Trunk  Railway  was  perhaps  the  most  troublesome  of  all  the 
competitors,  but  it  commended  itself  to  public  favor  in  this  country 
from  the  fact  that  it  operated  as  an  effective  regulator  of  freight  charges 
between  the  New  England  States  and  the  Western  and  Northwestern 
States. 

The  Grand  Trunk  Railway  has  from  the  beginning  been  a  member  of 
the  great  pooling  association  of  East  and  West  trunk  lines  which  bas 
its  headquarters  at  New  York  City,  the  chief  object  of  which  associa- 
tion is  to  prevent  the  cutting  of  rates  and  wars  of  rates,  through  agree- 
ments as  to  the  pooling  or  division  of  competitive  traffic. 

line  near  Rouse's  Point,  to  the  town  of  Rouse's  Point,  in  the  State  of  New  York.  The 
distance  is  1.21  mile. 

In  the  West  the  company  leases  a  piece  of  line  extending  from  Fort  Gratiot  (Port 
Huron)  to  Detroit  Junction,  where  a  connection  is  made  with  the  Michigan  Central 
road.  The  length  of  the  line  is  59.33  miles.  The  lease  was  sanctioned  by  the  State  of 
Michigan,  and  authorized  by  the  legislation  of  Canada. 

The  Grand  Trunk  Company  also  controls,  by  virtue  of  holding  stock,  the  line  known 
as  the  Mic^\igan  Air-Line,  extending  from  Ridgeway  to  the  city  of  Jackson,  in  the 
State  ot  Michigan,  105.60  miles.  The  eastern  end  of  it,  from  Ridgway  to  Romeo,  the 
company  has  held  for  about  four  years. 

The  Grand  Trunk  Company  also  control  the  Chicago  and  Grand  Trunk  Railway, 
under  arrangements  made  for  the  exchange  of  traffic,  and  by  virtue  of  certain  proprie- 
tary rights  in  the  stock  of  the  company.  This  line  extends  from  the  city  of  Port 
Huron  to  the  city  of  Chicago,  and  is  .335  miles  in  length. 

The  Great  Western  Railway  Company  of  Canada,  consolidated  about  fifteen  months 
ago  with  the  Grand  Trunk,  controlled  the  Detroit,  Grand  Haven  and  Milwaukee 
Railway,  and  the  Grand  Trunk,  as  the  successor  of  that  company,  now  controls  that 
line.    It  extends  from  the  city  of  Detroit  to  Grand  Haven,  and  its  length  is  1^9  miles 


8 

THE  CANADIAN   PACIFIC  RAILWAY. 

The  Canadian  Pacific  Railway  Company  is  now  the  most  conspicuous 
inheritor  of  the  privileges  of  the  transit  trade.  Its  managers  and  pro- 
prietors can  also  acquire  the  control  of  railroads  in  this  country,  if  they 
should  be  inclined  to  do  so,  and  possess  the  energy,  tact,  and  financial 
ability  requisite  to  the  accomplishment  of  that  object,  just  as  such  con- 
trol of  railroads  in  the  United  States  has  already  been  acquired  by  the 
management  of  the  Grand  Trunk  Railway.  By  this  means  the  Canadian 
Pacific  Railway  would  be  enabled  to  compete  sharply  with  the  railroads 
of  the  United  States  in  the  conduct  of  our  internal  commerce. 

The  main  line  of  this  railroad  will  extend  from  Montreal  in  the  east, 
along  the  northern  shore  of  Lake  Superior  to  Winnipeg,  in  the  Province 
of  Manitoba,  and  thence  westerly  to  a  port  in  British  Columbia  on  Bur- 
rard  Inlet,  an  arm  of  the  Strait  of  Georgia. 

At  the  close  of  the  season  of  18.S3  the  company  was  operating  1,931 
miles  of  completed  road,  and  it  whs  expected  that  the  main  line  from 
Montreal  to  the  Pacific  coast  would  be  completed  and  in  operation  by  " 
the  beginning  of  the  year  1886,  The  total  distance  from  Montreal  to 
the  Pocific  Ocean  by  the  Canadian  Pacific  Railway  will  be  about  2,870 
miles,  of  which  there  was  completed,  at  the  close  of  the  season  of  1883, 
from  Montreal  westward,  470  miles ;  from  Winnipeg  in  Manitoba  east- 
ward, 535  miles;  from  Winnipeg  wstward  to  the  summit  of  the  Rocky 
Mountains,  963  miles;  and  from  Port  Moody  at  the  western  terminus 
eastward,  140  miles;  making  a  total  of  2,108  miles  of  completed  road, 
and  leaving  to  be  completed  762  miles,  consisting  of  the  gap  of  425 
miles  between  the  lines  extending  west  from  Montreal  and  east  from 
Wlnnii)eg,  and  of  337  miles  between  the  summit  of  the  Rocky  Mount- 
ains and  the  Pacific  Ocean.  In  a  communication  addressed  to  this 
oflBce,  under  date  of  November  8,  1883,  the  secretary  of  the  company 
says  that  statements  which  have  been  published  to  the  effect  that  un- 
foreseen diflBculties  have  been  encountered  at  the  Pjiss  of  the  Rocky 
Mountains  are  untrue. 

The  total  mileage  of  the  Canadian  Pacific  Railway  will  be  as  follows: 

Miles. 

Mainline 2,870 

BrancLes 398 

Total 3,368 

Of  this  total  mileage,  714  miles  of  road  will  be  constructed  by  the 
Canadian  Government  and  transferred  to  the  conipany  free  of  cost. 

It  is  expected,  also,  that,  by  the  close  of  the  year  1883,  a  branch  line 
will  be  comi)ieted  from  Sudbury,  on  the  eastern  division  of  the  main 
line,  to  Algoma  Mills,  a  point  on  the  northern  shore  of  Lake  Huron ; 
and  that  during  the  next  season  of  lake  navigation  the  Canadian  Pacific 
Railway  Company  will,  by  means  of  its  own  steamers  plying  between 
that  point  and  Port  Arthur,  on  Lake  Superior,  enjoy  the  advantages  of 


a  through  line,  under  its  own  control,  from  Montreal  to  the  summit  of 
the  Eocky  Mountains. 

The  Government  of  the  Dominion  of  Canada  appears  to  have  been 
even  more  liberal  in  promoting  the  construction  of  the  Canadian  Pacific 
Eailway  than  was  the  Government  of  the  United  States  in  promoting 
the  construction  of  the  Union  Pacific  and  the  Central  Pacific  Eailroads 
of  this  country. 

The  Dominion  Government  has  granted  to  the  Canadian  Pacific  Eail- 
road,  in  aid  of  its  construction,  a  subsidy  of  $25,000,000  in  money  as  a 
loan ;  and  has  donated  to  it  25,000,000  acres  of  land,  embracing  only 
lands  fit  for  settlement;  also  the  right  of  way,  station  grounds,  dock 
privileges,  and  water  frontage,  in  so  far  as  the  same  are  vested  in  the 
Government.  Besides  this,  the  Canadian  Government  is  to  construct 
and  transfer  to  the  company,  free  of  cost,  714  miles  of  railway,  the  value 
of  which  is  estimated  at  about  $30,000,000.  The  company  is  also  au- 
thorized to  build  a  line  of  telegraph  along  the  entire  railway,  which 
under  its  charter  it  is  empowered  to  use  for  commercial  as  well  as  rail- 
way purposes.  The  privilege  is  extended  to  the  company  of  importing 
free  of  duty  steel  rails,  and  other  material  used  in  the  construction  of 
its  road  and  telegraph  line.  It  is  also  empowered  to  build  branch  lines, 
with  right  of  way  and  other  privileges  granted  by  the  Government. 

The  company  is  besides  protected  against  the  construction  of  compet- 
ing lines  for  a  term  of  twenty  years  from  the  date  of  the  contract. 

The  stations,  buildings,  equipment,  and  the  capital  stock  of  the  com- 
pany are  to  be  free  from  taxation  by  the  Doniioion  Government,  or  by 
any  Province  established  after  the  date  of  the  charter,  for  all  time,  and 
the  land  grant  within  the  Northwest  Territories  is  also  declared  to  be 
free  from  taxation  for  twenty  years  unless  sold  in  the  mean  time. 

The  capital  stock  of  the  company  is  $100,000,000,  upon  which  the  Do- 
minion Government  has  guaranteed  a  minimum  dividend  of  3  per  cent, 
per  annum  for  ten  years,  the  company  having  placed  with  the  Govern- 
ment a  gum  which  at  4  per  cent,  interest  will  be  equal  to  the  dividend 
on  the  stock  at  3  per  cent,  for  ten  years. 

It  would  appear  from  these  extraordinary  concessions  and  subven- 
tions that  the  people  of  Canada  regard  the  construction  of  the  Canadian 
Pacific  Eailway  as  a  work  of  great  commercial  and  political  importance. 

In  view  of  the  facts  Just  stated,  and  the  additional  fact  that  the  Cana- 
dian Government  has  already  approi)iated  the  sum  of  $45,115,649*  in 
the  coustruction  of  canals  connecting  the  upper  lakes  with  tide  water 
on  the  Saint  Lawrence  Eiver,  it  appears  safe  to  say  that  the  enterprise 
of  the  Dominion  in  the  establishment  of  the  facilities  for  internal  trans- 
portation is  perhaps  unequaled  by  thai,  of  any  other  country  in  modern 
itmes. 

It  is  expected  that  the  proceeds  of  the  capital  stock  of  the  Canadian 

*  This  fact  was  furnished  to  this  ofQce  by  Mr.  Fred.  L.  Jones,  of  Ottawa. 


10 

Pacific  Railway,  with  the  subventions  granted  by  the  Government,  will 
be  sufficient  to  build  and  equip  the  entire  line. 

The  construction  of  the  Canadian  Pacific  Railway  mainly  through  an 
uninhabited  wilderness,  marks  it  as  on©  of  the  heroic  railroad  enter- 
prises of  the  present  age. 

It  is  stated  by  the  president  of  the  road,  in  an  official  memorandum, 
that  the  entire  line  is  being  constructed  with  a  view  to  efficient  and 
economical  operation,  steel  rails  of  the  best  quality,  weighing  56  pounds 
per  yard  and  upwards,  being  used  throughout,  and  that  all  the  impor- 
tant structures  of  the  road  are  of  a  substantial  character. 

Abundant  supplies  of  coal  have  already  been  discovered  along  the 
Rocky  Mountain  division  of  the  road,  a  very  important  consideration, 
in  so  far  as  relates  to  the  cost  of  transportation  as  well  as  to  the  inter- 
ests of  the  settler. 

THE  RELATION  OF  THE  CANADIAN  PACIFIC  RAILWAY  TO  THE  COM- 
MERCIAL AND  TRANSPORTATION  INTERESTS  OF  THE  UNITED 
STATES. 

By  means  of  its  connections  with  navigation  on  Lake  Huron  and  on 
Lake  Superior,  and  its  connections  with  railroads  in  the  New  England 
States,  in  the  State  of  New  York,  and  in  Minnesota,  close  traffic  rela- 
tions now  exist  between  the  (Canadian  Pacific  and  railroads  iu  the  United 
States  as  well  as  with  American  navigation  interests  on  the  lakes. 

A  similar  intermingling  of  transportation  interests  may  be  expected 
to  spring  up  on  the  Pacific  coast. 

It  is  easy  also  to  perceive  the  possible  future  relationships  which  may 
and  probably  w'll  spring  up  between  the  Canadian  Pacific  Railway  and 
the  transportation  interests  of  the  United  States  under  the  privileges 
of  the  "  transit  trade,"  and  of  the  ability  of  railroad  companies  of  each 
country  to  enter  into  combination  with  railroads  in  the  other,  and  also 
to  acquire  the  control  of  lines  within  the  territory  of  the  other. 

As  the  Grand  Trunk  Railway  has  become  one  of  the  competing  rail- 
roads for  traffic  between  Chicago  and  the  New  England  States,  upon 
equal  terms  with  the  great  east  and  west  trunk  lines  of  the  United 
States,  so  may  the  Canadian  Pacific  Railway  be  expected  to  become  a 
competitor  of  the  PiU5ific  railroads  of  the  United  States  for  a  part  of  the 
transcontinental  traffic  of  this  country.  The  Pacific  railroads  of  this 
country  will  also  become  competitors  of  the  Canadian  Pacific  Railway 
for  the  transcontinental  traffic  of  the  Dominion  of  Canada. 

But  this  competition  will  undoubtedly  be  mutually  beneficial  to  the 
commercial  and  industrial  interests  of  the  two  countries.  Besides,  it 
will  introduce  elements  of  competition,  both  of  transportation  and  of 
trade,  the  effect  of  which  will  be  to  regulate  rail  rates.  And  as  the 
Grand  Trunk  Railway  has  joined  with  the  great  east  and  west  trunk 
lines  of  the  United  States  in  an  association,  the  object  of  which  is  to 
prevent  the  cutting  of  rates  and  wars  of  rates,  so  may  we  expect  that 


11 

the  Canadian  Pacific  Eailway  will,  upon  its  completion,  unite  with  the 
transcontinental  railroads  of  the  United  States  in  such  an  association 
as  that  which  was  entered  into  between  those  railroads  at  San  Francisco 
in  September,  1883,  for  the  pooling  or  di^sion  of  traflftc. 

It  is  said  that  the  population  of  the  Province  of  Manitoba  and  of  the 
Northwest  Territones  of  the  Dominion  of  Canada  increased  from  about 
12,000  in  1871  to  about  250,000  in  1880,  that  the  population  of  the  city 
of  Winnipeg,  the  capital  of  Manitoba,  increased  from  350  in  1871  to 
20,000  in  1881,  and  that  its  population  is  at  the  present  time  about 
30,000. 

Manitoba  and  Assiniboin  have  proved  to  be  highly  productive  wheat 
Provinces.  It  is  stated  upon  official  authority  that  the  wheat  product 
of  those  Provinces  averages  about  25  bushels  to  the  acre. 

The  Canadian  Pacific  Railway  will  undoubtedly  be  the  instrument  of 
a  rapid  development  of  the  resources  of  a  vast  and  productive  territory 
extending  along  our  northern  border  line  from  the  great  lakes  to  the 
Pacific  coast.  This  fact,  in  connection  with  the  well-established  fact 
that  the  line  of  policy  pursued  by  the  management  of  every  railroad 
must  from  the  force  of  circumstances  be  controlled  mainly  by  the  de- 
mands of  commerce,  affords  abundant  reason  to  believe  that  the  various 
sections  and  branches  of  that  railroad  will,  in  many  important  ways, 
tend  to  promote  the  commercial,  industrial,  and  transportative  interests 
of  the  United  States. 

Minneapolis,  the  principal  city  in  the  United  States  for  the  manu- 
facture of  flour,  will  probably  furnish  a  market  for  a  large  proportion 
of  the  grain  grown  in  the  Provinces  of  Manitoba  and  Assiniboia,  and 
as  the  population  of  those  Provinces  increases  there  will  undoubtedly 
spring  up  an  important  reciprocal  trade  between  them  and  the  com- 
mercial cities  of  our  Western  and  Northwestern  States. 


